EP1781520B1 - Chaine cinematique d'un vehicule automobile - Google Patents

Chaine cinematique d'un vehicule automobile Download PDF

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Publication number
EP1781520B1
EP1781520B1 EP05774353A EP05774353A EP1781520B1 EP 1781520 B1 EP1781520 B1 EP 1781520B1 EP 05774353 A EP05774353 A EP 05774353A EP 05774353 A EP05774353 A EP 05774353A EP 1781520 B1 EP1781520 B1 EP 1781520B1
Authority
EP
European Patent Office
Prior art keywords
maximum value
engine
control unit
gearbox
drive train
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP05774353A
Other languages
German (de)
English (en)
Other versions
EP1781520A1 (fr
Inventor
Fritz Ehret
Detlef Schnitzer
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mercedes Benz Group AG
Original Assignee
Daimler AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Daimler AG filed Critical Daimler AG
Publication of EP1781520A1 publication Critical patent/EP1781520A1/fr
Application granted granted Critical
Publication of EP1781520B1 publication Critical patent/EP1781520B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18—Propelling the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18—Propelling the vehicle
    • B60W30/1819—Propulsion control with control means using analogue circuits, relays or mechanical links
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/18—Control of the engine output torque
    • F02D2250/26—Control of the engine output torque by applying a torque limit
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S477/00—Interrelated power delivery controls, including engine control
    • Y10S477/901—Control signal is slope

Definitions

  • the invention relates to a drive train of a motor vehicle according to the preamble of patent claim 1.
  • the US 5,876,302 A. describes a drive train of a motor vehicle with a drive machine in the form of an internal combustion engine, a transmission and a control device for controlling the drive machine.
  • the control device limits the output torque of the drive machine to protect the transmission to a first maximum value or a second, larger maximum value.
  • the limitation to the second maximum value is performed when a direct gear is engaged in the transmission, the torque is thus transmitted without the interposition of a countershaft of a transmission input to a transmission output. This can prevent unnecessary downshifts in the transmission.
  • the control device of the drive machine is connected to a roadway information device, which provides information about a course of the road in the direction of travel of the motor vehicle, in signal connection.
  • the roadway information device may be embodied, for example, as a digital camera, an infrared camera, a transmitter and receiver of radar signals, or a system that evaluates information from a digital roadmap.
  • signals for determining the position of the motor vehicle such as so-called GPS signals, receive and process.
  • the control device is intended to perform a change from the first to the second maximum value as a function of the information about the course of the roadway.
  • the control device thus allows an increase of the output torque of the drive machine over the first maximum value as a function of the information over the course of the roadway too.
  • the control device can thus predictively decide whether it is advantageous for fuel consumption reasons to increase the output torque of the drive machine or downshift in the transmission. By analyzing the information about the course of the road, the probability of making the right decision is very high.
  • control device can also limit the output torque of the drive machine to further maximum values deviating from the two maximum values.
  • the change from the second to the first maximum value can also be dependent on the information about the course of the roadway.
  • the transmission may be embodied as a transmission manually operated by a vehicle operator or as an automatic transmission, for example in the form of a planetary gear or an automatic change-speed gearbox. If the transmission is designed as a manual transmission, the driver can be requested by means of an activated by the control device display to a downshift.
  • the transmission is designed as an automatic transmission, which is controlled by the above-mentioned control device.
  • the transmission can also be controlled by a further control device, which is in signal communication with the control device of the drive machine.
  • the driver can set a torque request at the output of the transmission by means of a power actuator, for example in the form of an accelerator pedal. Of the driver can also set a request for a torque output of the prime mover, which also makes a default for the torque at the output of the transmission. In addition to the driver, other systems, such as a cruise control system, can influence the requirement.
  • the controller checks whether the requested torque in the current gear of the transmission with an output torque of the prime mover which is greater than the first and less than the second maximum value is adjustable. In this test, the controller takes into account the ratio of the transmission in the current gear.
  • control device checks whether it is to be expected on the basis of the information about the course of the road that the necessary torque of the engine remains within a portion of the road ahead of the motor vehicle smaller than the second maximum value. This is the case in particular when an incline of the roadway within the section in front of the motor vehicle increases by less than a definable gradient difference limit value.
  • the section may, for example, 200 - 500 m roadway include.
  • the control device limits the output torque of the prime mover to the second maximum value, so there is a change from the first to the second maximum value. At the same time, the control device adjusts the output torque of the engine so that the torque at the output of the transmission increases to the requested value and retains the current gear in the transmission.
  • the control device is provided for driving on the section of the roadway To estimate the necessary torque of the prime mover while maintaining the current gear in the transmission and to compare with the second maximum value.
  • the control device evaluates the so-called and generally known driving resistance equation, in which an equilibrium of forces of the forces acting on the motor vehicle in the longitudinal direction is established. In this calculation, in particular the slope of the roadway within said section of the carriageway is taken into account.
  • the control device can decide whether a downshift is still necessary within the named section despite the change to the second maximum value. In this case, the downshift can be carried out immediately, and so compared to an increase in torque and subsequent downshift overall lower fuel consumption can be achieved.
  • the control device is provided to determine a load value of the transmission in dependence of the output torque of the drive machine and store and to allow when exceeding a load limit no change to the second maximum value more.
  • Long and / or frequently acting high torques at the input of the transmission can stress the transmission so much that damage to the transmission can not be ruled out given continued application of very high torques.
  • the mentioned load value is a measure of the previous load of the transmission.
  • the load characteristic can be formed, for example, by adding up how often or how long the output torque of the prime mover has exceeded the first maximum value. In particular, for each gear of the transmission, a specific load value which identifies the stresses of the particular gear.
  • the control device is provided to limit the output torque of the engine only for a limited period of time to the second maximum value.
  • the duration of the time interval depends in particular on the output torque of the drive machine and / or on a load value of the transmission. In particular, the time duration is shorter the greater the output torque of the drive machine and / or the load value. This prevents damage to the gearbox due to excessive torques.
  • Fig. 1 has a drive train 10 of a motor vehicle, not shown, on a drive machine 14, which is controlled by a control device 16.
  • a control device 16 about a power actuator in the form of an accelerator pedal 52, a driver can set specifications for a torque output of the engine 14.
  • the drive machine 14 can be connected by means of an output shaft 13 and a friction clutch 12 with a coaxial with the output shaft 13 arranged input shaft 11 of a transmission 19 in the form of an automated, unsynchronized change-speed gearbox.
  • the clutch 12 and the gear change transmission 19 are also controlled by the controller 16.
  • the control device 16 is in signal communication with actuators and sensors, not shown, of the clutch 12 and the transmission 19.
  • the control device 16, the clutch 12 open or close and perform gear changes in the transmission 19.
  • the control device 16 is also connected to a shift lever 51, by means of which the driver can request circuits of the transmission 19.
  • circuits from a source to a target gear can also be triggered by the controller 16 in a manner known per se.
  • the determination of the target gear is dependent inter alia on the speed of the motor vehicle and an operating level of the accelerator pedal 52 by the driver.
  • the transmission 19 is designed as a so-called two-group transmission. Rotationally connected to the transmission input shaft 11, a primary gear in the form of a split group 17 is arranged. The splitter group 17 is arranged downstream of a main gear 18th
  • the transmission input shaft 11 can be brought into operative connection via two different gear pairings 20, 21 with a countershaft 22 arranged parallel to the transmission input shaft 11.
  • the gear pairings 20, 21 have a different ratio.
  • On the countershaft 22 fixedly fixed wheels 23, 24, 25 for the 3rd, 2nd and 1st gear of the main gear 18 are arranged.
  • the fixed wheels 23, 24, 25 mesh respectively with associated idler gears 26, 27, 28, which are arranged rotatably on a coaxial with the transmission input shaft 11 arranged transmission output shaft 29.
  • the idler gear 26 can by means of a sliding sleeve 30, the idler gears 27 and 28 by means of a sliding sleeve 31 rotationally and positively connected to the transmission output shaft 29.
  • a sliding sleeve 41 of the split group 17 and the sliding sleeves 30, 31, 39 of the main gear 18 are operable with the actuators of the transmission 19, not shown.
  • a positive connection between associated switching elements and the transmission output shaft 29 can be made or interrupted.
  • the converted torque and the rotational speed of the engine 14 is transmitted by means of a drive shaft 32 to a transaxle 33, which transmits the speed in equal or different proportions via two output shafts 34, 35 to drive wheels 36, 37 in a conventional manner.
  • the control device 16 is in signal communication with a roadway information device in the form of a digital camera 53, which detects a portion of the roadway in the direction of travel of the motor vehicle.
  • the camera 53 determines information about the course of the road, such as a slope or a slope, curves or a road condition such as moisture or ice. This information is provided by the camera 53 to the control device 16, which takes this into account when controlling the drive machine 14 and the transmission 19.
  • the response of the controller 16 to an increase in a request for torque at the output of the transmission 19 is shown at various lanes of the roadway.
  • a torque in [Nm] and a current gear are plotted, and on an abscissa 61a, the time is plotted in [s].
  • a line 62a represents the requested torque (M GAus ) at the output of the transmission 19 and a line 63a represents the output torque (M Ami ) of the engine 14.
  • a dotted line 64a represents a first maximum value (M Max1 ) and a dashed line 65a a second maximum value (M Max2 ) for the output torque of the engine 14.
  • M Max1 first maximum value
  • M Max2 second maximum value
  • a dot-dash line 66a represents the current gear of the transmission 19.
  • M GAus is only so high that in the current gear of the transmission 19 an M Ami , which is smaller than M Max1, is sufficient.
  • M GAus has risen so high that M Ami M reaches Max1 .
  • the control device 16 has to decide whether it allows a further increase in M Ami and thus the required torque M GAus is reached, or whether a downshift to a lower gear is performed in the transmission 19. In the case of a downshift, a lower M Ami is necessary because the gear ratio is higher in the lower gear.
  • the control device 16 makes this decision in dependence on information about the slope of the roadway in a section in front of the motor vehicle.
  • a progression of the slope (line 69a) over the distance from the motor vehicle is shown within the considered section at time t1.
  • a slope in [%] is plotted on an ordinate 67a and a distance in [m] is plotted on an abscissa 68a.
  • the control device 16 forms a difference between a current slope and the slope of the road ahead of the motor vehicle for the entire section. This difference is for the in Fig. 3a shown course always smaller than a slope difference limit.
  • the controller 16 checks whether the requested value of M GAus can be achieved with an M Ami less than M Max2 . Because in this case both conditions are met, the current gear is maintained in the transmission and M Ami is increased beyond M Max1 .
  • a value stored in the control device 16 for a gear-dependent load value is updated. This value indicates the length of time in which each gear of the transmission M Ami was greater than M Max1 .
  • Exceeding M Max1 is not allowed for an unlimited time, but is aborted after a period ending at time t2.
  • the period of time depends on the initial load value and the M Ami during the overshoot. At time t2, therefore, a downshift is performed in the transmission 19, whereby the M Ami drops below M Max1 .
  • Fig. 2b is the same course of M GAus as in Fig. 2a shown.
  • the corresponding sizes are designated by corresponding reference numerals, with "a” replaced by "b”.
  • M Ami also reaches M Max1 .

Abstract

L'invention concerne une chaîne cinématique (10) d'un véhicule automobile, dans laquelle un dispositif de commande (16) limite un couple de rotation fourni d'un moteur d'entraînement (14) à une première valeur maximale ou à une deuxième valeur maximale supérieure. L'invention vise à créer une chaîne cinématique permettant une consommation faible de carburant. A cet effet, le dispositif de commande (16) est en liaison de signal avec un dispositif d'information de route (caméra 53) qui fournit des informations sur le tracé de la route devant le véhicule automobile. Le dispositif de commande (16) peut ainsi, à l'avance, passer de la première valeur maximale à la deuxième valeur maximale ou exécuter une rétrogradation au niveau de la boîte de vitesses (19). L'invention concerne également la mise en oeuvre de cette chaîne cinématique dans un véhicule automobile.

Claims (9)

  1. Ligne de transmission d'entraînement d'un véhicule automobile, comprenant
    - une machine ou un moteur d'entraînement (14),
    - une boite de vitesses (19), et
    - un dispositif de commande (16) pour commander le moteur d'entraînement (14),
    le dispositif de commande (16) étant conçu, en vue de la protection de la boite de vitesses (19), pour limiter un couple (MAmi) délivré par le moteur d'entraînement (14) à une première valeur maximale (MMax1) ou bien à une deuxième valeur maximale (MMax2) plus grande,
    caractérisée
    en ce que le dispositif de commande (16) est en liaison de transmission de signal avec un dispositif d'informations de chaussée (53), qui fournit des informations relatives au tracé de la chaussée dans la direction de marche du véhicule automobile, et le dispositif de commande (16) est prévu pour effectuer un changement de la première (MMax1) à la deuxième valeur maximale (MMax2) en fonction des informations citées relatives au tracé de la chaussée.
  2. Ligne de transmission d'entraînement selon la revendication 1,
    caractérisée
    en ce que la boite de vitesse (19) est réalisée sous la forme d'une boite de vitesses automatique et est commandée par le dispositif de commande (16), et le dispositif de commande (16) est réalisé de façon telle, que
    - dans le cas d'une augmentation d'une demande de couple (MGAus) à la sortie de la boite de vitesses (19), on effectue le test suivant,
    - à savoir si le couple (MGAus) demandé peut être réglé dans le rapport actuel de la boite de vitesses (19) avec un couple (MAmi) délivré par le moteur d'entraînement (14), qui est supérieur à la première (MMax1) et inférieur à la deuxième valeur maximale (MMax2), et
    - si sur la base des informations relatives au tracé de la chaussée, il est à prévoir que le couple nécessaire du moteur d'entraînement (14) reste inférieur à la deuxième valeur maximale (MMax2) à l'intérieur d'un tronçon de la chaussée devant le véhicule automobile, et
    - dans le cas d'un test positif
    - le couple (MAmi) délivré par le moteur d'entraînement (14) est limité à la deuxième valeur maximale (MMax2),
    - le couple (MAmi) délivré par le moteur d'entraînement (14) est réglé de façon à ce que le couple (MGAus) à la sortie de la boite de vitesses (19) augmente à la valeur demandée, et
    - le rapport actuel de la boite de vitesses (19) reste conservé.
  3. Ligne de transmission d'entraînement selon la revendication 2,
    caractérisée
    en ce que le dispositif de commande (16) est conçu pour prévoir que le couple (MAmi) nécessaire du moteur d'entraînement (14) reste inférieur à la deuxième valeur maximale (MMax2) lorsqu'une pente de la chaussée, à l'intérieur dudit tronçon devant le véhicule automobile, augmente par rapport à une pente actuelle de moins d'une valeur limite de différence de pente pouvant être prédéfinie.
  4. Ligne de transmission d'entraînement selon la revendication 2,
    caractérisée
    en ce que le dispositif de commande (16) est conçu pour estimer un couple (MAmi) du moteur d'entraînement (14) nécessaire à la circulation sur ledit tronçon de la chaussée en conservant le rapport actuel dans la boite de vitesses (19), et le comparer avec la deuxième valeur maximale (MMax2).
  5. Ligne de transmission d'entraînement selon l'une des revendications précédentes,
    caractérisée
    en ce que le dispositif de commande (16) est conçu pour déterminer, en fonction du couple (MAmi) délivré par le moteur d'entraînement (14), une valeur de charge de la boite de vitesses (19) et la mémoriser, et pour, en cas de dépassement d'un seuil de valeur de charge, ne plus autoriser de changement vers la deuxième valeur maximale (MMax2).
  6. Ligne de transmission d'entraînement selon la revendication 5,
    caractérisée
    en ce que le dispositif de commande (16) est conçu pour déterminer plusieurs valeurs de charge en fonction du rapport et les mémoriser, et pour, lorsqu'une une valeur de charge fonction du rapport dépasse un seuil de valeur de charge associé, ne plus autoriser de changement vers la deuxième valeur maximale (MMax2) lorsqu'un rapport associé à la valeur de charge citée est enclenché dans la boite de vitesses (19).
  7. Ligne de transmission d'entraînement selon l'une des revendications précédentes,
    caractérisée
    en ce que le dispositif de commande (16) est conçu pour ne limiter le couple (MAmi) délivré par le moteur d'entraînement (14) à la deuxième valeur maximale (MMax2), que pour un intervalle de temps limité.
  8. Ligne de transmission d'entraînement selon la revendication 7,
    caractérisée
    en ce que le dispositif de commande (16) est conçu pour définir l'intervalle de temps cité, en fonction du couple (MAmi) délivré par le moteur d'entraînement (14).
  9. Ligne de transmission d'entraînement selon la revendication 7 ou 8,
    caractérisée
    en ce que le dispositif de commande (16) est conçu pour définir l'intervalle de temps cité, en fonction d'une valeur de charge de la boite de vitesses (19).
EP05774353A 2004-08-26 2005-08-24 Chaine cinematique d'un vehicule automobile Active EP1781520B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102004041264A DE102004041264A1 (de) 2004-08-26 2004-08-26 Antriebsstrang eines Kraftfahrzeugs
PCT/EP2005/009110 WO2006021428A1 (fr) 2004-08-26 2005-08-24 Chaine cinematique d'un vehicule automobile

Publications (2)

Publication Number Publication Date
EP1781520A1 EP1781520A1 (fr) 2007-05-09
EP1781520B1 true EP1781520B1 (fr) 2008-12-03

Family

ID=35207639

Family Applications (1)

Application Number Title Priority Date Filing Date
EP05774353A Active EP1781520B1 (fr) 2004-08-26 2005-08-24 Chaine cinematique d'un vehicule automobile

Country Status (5)

Country Link
US (1) US7878943B2 (fr)
EP (1) EP1781520B1 (fr)
JP (1) JP4488252B2 (fr)
DE (2) DE102004041264A1 (fr)
WO (1) WO2006021428A1 (fr)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7600593B2 (en) * 2007-01-05 2009-10-13 Irobot Corporation Robotic vehicle with dynamic range actuators
GB2492953A (en) * 2011-07-13 2013-01-23 Land Rover Uk Ltd Vehicle control system and method employing output from an imaging device
DE102011121398A1 (de) * 2011-12-17 2013-06-20 Gm Global Technology Operations, Llc Gangauswahlvorrichtung für einKraftfahrzeug
CN105189236B (zh) 2013-05-29 2018-01-02 万国卡车知识产权有限公司 自适应自动变速箱控制系统
DE102014007169A1 (de) 2014-05-15 2015-11-19 Daimler Ag Verfahren zum Betreiben einer Verbrennungskraftmaschine eines Fahrzeugs, insbesondere eines Nutzkraftwagens
DE102017002888A1 (de) * 2017-03-25 2018-09-27 Man Truck & Bus Ag Fahrzeug, insbesondere Nutzfahrzeug, und Verfahren zum Betreiben des Fahrzeugs

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3713351A (en) * 1969-09-27 1973-01-30 Toyota Motor Co Ltd Electrical automatic shift control system with hilly country detecting unit
JPH07189795A (ja) * 1993-12-28 1995-07-28 Hitachi Ltd 自動車の制御装置及び制御方法
US5876302A (en) 1997-01-22 1999-03-02 Meritor Heavy Vehicle Systems, Llc Engine control with higher torque at direct drive transmission ratios
DE19838970A1 (de) * 1998-08-27 2000-03-02 Bayerische Motoren Werke Ag Verfahren zum Anfahren am Berg
DE10129149B4 (de) * 2000-07-06 2022-07-28 Robert Bosch Gmbh Verfahren zur Optimierung der Kraftübertragung eines Motors auf die Antriebsräder eines Fahrzeugs
DE10146333A1 (de) 2000-09-21 2002-05-02 Gen Motors Corp Mit dem GPS erweiterte Steuerung eines Antriebsstrangs eines Kraftfahrzeugs

Also Published As

Publication number Publication date
DE502005006160D1 (de) 2009-01-15
US20080009392A1 (en) 2008-01-10
JP2008510920A (ja) 2008-04-10
JP4488252B2 (ja) 2010-06-23
US7878943B2 (en) 2011-02-01
WO2006021428A8 (fr) 2006-04-27
WO2006021428A1 (fr) 2006-03-02
DE102004041264A1 (de) 2006-03-09
EP1781520A1 (fr) 2007-05-09

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